Systems and methods for controlling tilting in motorcycle systems

ABSTRACT

A tilt control system for a sidecar and a motorcycle. The tilt control system can include a main frame, a tilting frame, and an actuator. The actuator can be coupled to the main frame and to the tilting frame, and can be configured to control tilting of the tilting frame relative to the main frame. The tilt control system can include a sensor, and a controller in communication with the actuator and the sensor. The controller can be configured to determine an operating parameter based on sensor data received from the sensor, compare the operating parameter to a threshold criteria, and cause the actuator to control the orientation of the tilting frame relative to main frame, based on the comparison of the operating parameter to the threshold criteria.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is based on and claims priority to U.S.Provisional Patent Application No. 62/858,676, filed Jun. 7, 2019, andentitled “Tilt Control System for Sidecars,” which is herebyincorporated by reference herein in its entirety.

BACKGROUND

Sidecars enable typical motorcycles to be converted into three-wheeledvehicles, such that they can accommodate an additional passenger, orbelongings, to travel alongside the motorcycle. In a typicalconfiguration, sidecars have a frame that connects to a lateral side ofthe motorcycle frame, which allows for a fixed connection between thesidecar and the motorcycle.

SUMMARY

Some embodiments of the disclosure provide a tilt control system for asidecar and a motorcycle. The tilt control system can include a mainframe, a tilting frame, and an actuator. The actuator can be coupled tothe main frame and to the tilting frame. The actuator can be configuredto control tilting of the tilting frame relative to the main frame. Thetilt control system can include a sensor, and a controller incommunication with the actuator and the sensor. The controller can beconfigured to determine an operating parameter based on sensor datareceived from the sensor, compare the operating parameter to a thresholdcriteria, and cause the actuator to control the orientation of thetilting frame relative to main frame, based on the comparison of theoperating parameter to the threshold criteria.

In some embodiments, the controller can be configured to cause theactuator to control the orientation of the tilting frame by at least oneof causing the actuator to lock the current orientation of the tiltingframe relative to the main frame, or causing the actuator to retract orextend, thereby actively changing the orientation of the tilting framerelative to the main frame.

In some embodiments, the sensor can be configured to measure a speed ofthe motorcycle. The threshold criteria can be a threshold speed.

In some embodiments, the operating parameter can be a travel speed. Thecontroller can be configured to cause the actuator to control theorientation of the tilting frame relative to main frame, based on thetravel speed being below the threshold speed.

In some embodiments, controlling the orientation of the tilting framerelative to main frame can include locking the orientation of thetilting frame relative to the main frame, based on the travel speedbeing below the threshold speed.

In some embodiments, the operating parameter can be an acceleration. Thesensor can be configured to measure an acceleration of the motorcycle.The threshold criteria can be a threshold acceleration. The controllercan be configured to cause the actuator to control the orientation ofthe tilting frame relative to main frame, based on the accelerationbeing above the threshold acceleration.

In some embodiments, controlling the orientation of the tilting framerelative to main frame can include locking the orientation of thetilting frame relative to the main frame, based on the accelerationbeing above the threshold acceleration.

In some embodiments, the controller and the sensor can be part of themotorcycle.

In some embodiments, the threshold criteria can include at least one ofa speed of the motorcycle, an acceleration of the motorcycle, aninertial value of the motorcycle, a degree of tilting of the motorcycle,a location of the motorcycle, or a motorcycle braking indication.

In some embodiments, the sensor can include an inertial measurementunit, and wherein the sensor data can be an inertial measurementindicative of the orientation of at least one of the tilting frame, orthe main frame.

Some embodiments of the disclosure provide a tilt control system. Thetilt control system can include a motorcycle having a main frame, asidecar coupled to the motorcycle and having a tilting frame, and anactuator having one end coupled to the main frame of the motorcycle andanother end coupled to the tilting frame of the sidecar. The tiltcontrol system can include a controller in communication with theactuator, the controller to cause the actuator to control theorientation of the tilting frame relative to the main frame.

In some embodiments, the sidecar can include a sidecar enclosure, and asidecar frame. The tilting frame of the sidecar can be a sidecar tiltingframe that is pivotably coupled to the sidecar frame. The sidecarenclosure can be coupled to and supported by the sidecar tilting frame.As the sidecar tilting frame tilts, the sidecar enclosure can also tilt.

In some embodiments, the sidecar can include a sidecar wheel that can beconfigured to tilt as the sidecar tilting frame and the sidecarenclosure tilt.

In some embodiments, the tilt control system can include a first tie rodthat can be pivotally coupled to the motorcycle at one end and to thesidecar tilting frame at another end. The first tie rod can drivetilting of the tilting sidecar frame as the sidecar tilts.

In some embodiments, the tilting sidecar frame can define a tiltingaxis. The actuator can be coupled to the tilting sidecar frame below thetilting axis.

In some embodiments, the controller can be configured to cause theactuator to control the orientation of the tilting frame by at least oneof actively extend or retract the actuator thereby actively adjustingthe orientation of the tilting frame relative to the main frame, orprevent extension or retraction of the actuator thereby locking theorientation of the tilting frame relative to the main frame.

In some embodiments, the controller can be configured to cause theactuator to control the orientation of the tilting frame relative to themain frame based on at least one of a speed of the motorcycle beingbelow a threshold speed, or an acceleration of the motorcycle exceedinga threshold acceleration.

Some embodiments of the disclosure provide a computer-implemented methodof controlling tilting for a motorcycle system that can use an actuatorcoupled to a main frame of the motorcycle system and to a tilting frameof the motorcycle system. The method can include receiving, at anelectronic control device, sensor data from a sensor, determining, usingthe electronic device, an operating parameter from the sensor data, andcausing, using the electronic control device, the actuator to controlthe orientation of the tilting frame relative to the main frame based onthe sensor data.

In some embodiments, controlling the actuator can include at least oneof causing the actuator to lock the current orientation of the tiltingframe relative to the main frame, or causing the actuator to retract orextend to actively change the orientation of the tilting frame relativeto the main frame.

In some embodiments, the operating parameter can be at least one of aspeed of the motorcycle, an acceleration of the motorcycle, or atracking direction of the motorcycle.

Some embodiments of the disclosure provide a tilt control system for asidecar and a motorcycle. The tilt control system can include a mainframe. The main frame can be configured as part of at least one of themotorcycle and the sidecar. The tilt control system can include atilting frame, and can include an actuator coupled to the main frame andto the tilting frame. The actuator can be configured to control tiltingof the tilting frame relative to the main frame.

In some embodiments, the tilt control system can include a controller inelectrical or hydraulic communication with the actuator. The controllercan be configured to close a valve within the actuator to fix theorientation between the tilting frame and the main frame.

In some embodiments, the tilt control system can include a controllerthat can be configured to sense an angular position of the tiltingframe. The controller can be configured to secure the tilting frameagainst tilting relative to the main frame, based on the angularposition of the tilting frame.

In some embodiments, the tilt control system can include a controllerthat can be configured to sense an angular position of the tiltingframe, and the tilting frame can secure a sidecar wheel. The controllercan be configured to secure the tilting frame against tilting relativeto the main frame, based on the angular position of the wheel.

In some embodiments, the tilt control system can include a controllerthat is in electrical communication with an electrical system of themotorcycle. The controller can be configured to receive data from theelectrical system of the motorcycle. The controller can be configured tosecure the tilting frame against tilting relative to the main frame,based on the data.

In some embodiments, the controller can be configured to secure thetilting frame against tilting relative to the main frame by opening avalve of the actuator, based on the data.

In some embodiments, the data from the electrical system of themotorcycle can include one or more of a motorcycle speed, a motorcycletilting degree, a motorcycle acceleration, a motorcycle globalpositioning location, a motorcycle incline degree, or a motorcyclebraking indication.

In some embodiments, the actuator can be pivotally coupled to thetilting frame and the main frame.

In some embodiments, the tilting frame can tilt relative to the mainframe at a tilting axis. In some embodiments, the actuator can bepivotally coupled to the tilting frame below the pivoting axis.

In some embodiments, the actuator can be pivotally coupled to thetilting frame in lateral alignment with the tilting axis, when thetilting frame is in a neutral position.

In some embodiments, a sidecar wheel can be coupled to the tiltingframe, such that tilting of the tilting frame tilts the sidecar wheel.

Some embodiments of the disclosure provide a sidecar for a motorcycle.The sidecar can include a main sidecar frame supporting a sidecar wheel,and can include a tilting sidecar frame pivotally coupled to the mainsidecar frame. The tilting sidecar frame can be configured to tilt thesidecar wheel when the tilting sidecar frame pivots relative to the mainsidecar frame. The sidecar can include an actuator pivotally coupled tothe tilting sidecar frame and the main sidecar frame, and can include acontroller in communication with the actuator. The controller can beconfigured to close a valve within the actuator, to fix the relativeorientation of the sidecar wheel and the main sidecar frame.

In some embodiments, closure of the valve within the actuator can fixthe orientation between the sidecar wheel and the main sidecar frame byfixing the orientation between the tilting sidecar frame and the mainsidecar frame.

In some embodiments, the controller can be configured to open the valvewithin the actuator to allow the sidecar wheel to pivot relative to themain sidecar frame.

In some embodiments, the sidecar can include an accelerometer coupled tothe tilting sidecar frame. The accelerometer can be in communicationwith the controller. The controller can be configured to sense anangular position of the tilting sidecar frame based on signals from theaccelerometer, and can be configured to actuate the valve of theactuator, based on the angular position of the tilting sidecar frame.

In some embodiments, the sidecar can include an accelerometer coupled tothe sidecar wheel. The accelerometer can be in communication with thecontroller. The controller can be configured to sense an angularposition of the sidecar wheel based on signals from the accelerometer,and can be configured to actuate the valve of the actuator, based on theangular position of the sidecar wheel.

In some embodiments, the controller can be in electrical communicationwith an electrical system of the motorcycle. The; controller can beconfigured to receive data from the electrical system of the motorcycle,and can be configured to actuate the valve of the actuator, based on thedata.

In some embodiments, the data from the electrical system of themotorcycle can include one or more of a motorcycle speed, a motorcycletilting degree, a motorcycle acceleration, a motorcycle globalpositioning location, a motorcycle incline degree, and a motorcyclebraking indication.

In some embodiments, the tilting sidecar frame can tilt relative to themain sidecar frame at a tilting axis. The actuator can be pivotallycoupled to the tilting sidecar frame below the tilting axis.

In some embodiments, the actuator can be pivotally coupled to thetilting sidecar frame in lateral alignment with the tilting axis, whenthe sidecar frame can be in a neutral position.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and form a part ofthis specification, illustrate embodiments of the invention and,together with the description, serve to explain the principles ofembodiments of the invention.

FIG. 1 is a block diagram showing an example of a tilt control system.

FIG. 2 is an illustration showing various diagrams of differentmotorcycle systems that implement the tilt control system of FIG. 1 indifferent ways.

FIG. 3A is an illustration of an example of a tilt control system in aneutral orientation, which is a specific example installation of thetilt control system of FIG. 1.

FIG. 3B is an illustration of the tilt control system of FIG. 3A, in atilted configuration.

FIG. 4 is a block diagram of another tilt control system having acontroller device and an actuator.

FIG. 5 is a schematic view of a hydraulic actuator, which is a specificimplementation of the actuator of FIG. 4, controlled by the controllerdevice of FIG. 4.

FIG. 6 shows a flowchart of a process for controlling relative tiltingof a main frame and a tilting frame.

DETAILED DESCRIPTION

Before any embodiments of the invention are explained in detail, it isto be understood that the invention is not limited in its application tothe details of construction and the arrangement of components set forthin the following description or illustrated in the following drawings.The invention is capable of other embodiments and of being practiced orof being carried out in various ways. Also, it is to be understood thatthe phraseology and terminology used herein is for the purpose ofdescription and should not be regarded as limiting. The use of“including,” “comprising,” or “having” and variations thereof herein ismeant to encompass the items listed thereafter and equivalents thereofas well as additional items. Unless specified or limited otherwise, theterms “mounted,” “connected,” “supported,” and “coupled” and variationsthereof are used broadly and encompass both direct and indirectmountings, connections, supports, and couplings. Further, “connected”and “coupled” are not restricted to physical or mechanical connectionsor couplings.

As used herein, unless otherwise limited or defined, discussion ofparticular directions is provided by example only, with regard toparticular embodiments or relevant illustrations. For example,discussion of “top,” “front,” or “back” features is generally intendedas a description only of the orientation of such features relative to areference frame of a particular example or illustration.Correspondingly, for example, a “top” feature may sometimes be disposedbelow a “bottom” feature (and so on), in some arrangements orembodiments. Further, references to particular rotational or othermovements (e.g., counterclockwise rotation) is generally intended as adescription only of movement relative to a reference frame of aparticular example of illustration.

As used herein, the term, “controller” includes any device capable ofexecuting a computer program, or any device that includes logic gatesconfigured to execute the described functionality. For example, this mayinclude a general or special purpose processor device coupled to amemory, a microcontroller, a field-programmable gate array, aprogrammable logic controller, etc.

Typically, sidecar wheels are secured and supported on a single side ofa sidecar frame. Further, in some recent configurations, a sidecar wheelcan tilt with a motorcycle. For example, in some configurations an axleof a sidecar wheel, and associated support structures, can tilt aboutone or more axes that are substantially parallel to ground andsubstantially perpendicular to the sidecar wheel axle.

In some cases, a sidecar wheel that can tilt about an axis (e.g., asdescribed above) can provide substantial advantages. For example, asidecar wheel that tilts with a motorcycle, and in some configurations,with a frame of a sidecar, can allow less experienced motorcycle driversto more effectively control the sidecar.

Although the ability to tilt a sidecar wheel or sidecar frame can beadvantageous, it may sometimes be desirable to selectively prevent orpermit rotation of the sidecar wheel or frame. This can be important,for example, to help ensure stability of a sidecar system during certainoperating modes or conditions. Generally, the sidecar wheel provides theonly lateral point of contact between the road and the sidecar. Thus, ifthis point of contact is unstable it can cause unwanted slipping of thesidecar wheel, and can cause undesirable tilting of the sidecar frame.Both of these results can decrease stability of the larger sidecarsystem, and in some cases, can force the motorcycle rider to reactquickly to maintain appropriate control (e.g., to shift their weight inthe opposite direction). Further, in some contexts, such as at lowspeeds, overall control to prevent or otherwise reduce tilting may alsobe helpful. (These considerations can also apply to tilting frames ingeneral, in the context of motorcycle systems, in addition to tiltingframes on sidecars as discussed above.)

In view of the issues and desirable benefits noted above, and others,some embodiments of the disclosure provide a tilt control system toprevent (or allow) tilting of a sidecar wheel or a tilting frame duringspecific situations or based on particular conditions. For example, someembodiments can control the tilting of a sidecar wheel or tilting framewhen the motorcycle and sidecar (or other motorcycle systems) areparked, stopped, traveling at a specific speed, or traveling over orunder a specific speed or a specific acceleration, or when a sidecarwheel or other tilting frame is tilted at, beyond, or below a specificdegree of rotation.

FIG. 1 shows a block diagram of an example of a tilt control system 100,according to some embodiments of the present disclosure. The tiltcontrol system 100 includes a controller 102, an actuator 104, a tiltingframe 106, and a main frame 108. As illustrated, the controller 102 isin communication with the actuator 104, which can be for example, adirect wired connection, a wireless connection, a hydraulic connection,or otherwise configured. The actuator 104 as shown, is generallymechanically coupled (e.g., pivotally coupled) to both the tilting frame106 and the main frame 108, in order to control relative tiltingmovement between the tilting and main frames 106, 108.

Generally, the tilting frame 106 and the main frame 108, relative towhich the tilting frame 106 is configured to tilt, can be configured inwide variety of ways relative to a motorcycle system. For example, theframes 106, 108 can be included in systems in which a motorcycle isconfigured to tilt (e.g., lean) relative to a sidecar, in systems inwhich a motorcycle and a sidecar wheel are configured to tilt relativeto a separate sidecar frame, in systems in which a motorcycle and asidecar (e.g., in a unicycle configuration) are configured to tilttogether, or in various other motorcycle systems in which a tiltingframe is configured to tilt relative to a main frame.

In this regard, for example, the tilting frame 106 can form part of asidecar system. For example, the tilting frame 106 can support (orinclude) a sidecar seat (not shown in FIG. 1), which is configured totilt with the tilting frame 106. In other configurations, the tiltingframe 106 can simply be a component that tilts with a sidecar wheel(e.g., including a sidecar tender) or other component.

Similarly, in some configurations, the tilting frame 106 can be aportion of a motorcycle rather than a sidecar. For example, in someconfigurations, the tilting frame 106 can be a passive linkageconnecting a motorcycle to the sidecar, where the passive linkage“follows” the tilting of the motorcycle.

In some configurations, the main frame 108 can form part of a sidecarsystem. For example, the main frame 108 can support (or include) asidecar seat, and can be configured not to tilt relative to a relevantreference frame. In some configurations, the main frame 108 can be aportion of the motorcycle. In some configurations, the main frame 108can be an intermediate linkage connected between a motorcycle and asidecar.

Generally, a controller for controlling tilting of a tilting frame canbe located at various points on a motorcycle system, in centralized ordistributed arrangements. In some embodiments, the controller 102 canalso be included on the motorcycle system 110, including on a sidecar ofthe motorcycle system 110, or a motorcycle of the motorcycle system 110(e.g., as part of a main control system of the motorcycle). In someembodiments, the controller 102 can be located exclusively on amotorcycle or a sidecar, or can be distributed among multiple locations(e.g., on a sidecar and a motorcycle of the motorcycle system 110).

As described above, the actuator 104 is generally configured to controlthe tilting of the tilting frame 106 relative to the fixed frame 108.(As discussed herein, control of the tilting of a tilting frame relativeto the fixed frame is understood to inherently include control of afixed frame relative to a tilting frame, given the inherentlyexchangeable perspective of relative tilting.) In different embodiments,the actuator 104 can be configured for an active tilting control (e.g.,actively causing tilting), for a passive tilting control (e.g., allowingor preventing tilting, such as locking and unlocking), or for acombination of active and passive tilting control. Specifically, in someimplementations of passive tilting control, the actuator 104 can allowfull tilting movement between the tilting frame 106 and the fixed frame108 without restriction, can allow partially restricted tiltingmovement, or can fully prevent tilting movement. For example, in someconfigurations, the actuator 104 can be configured to partially restricttilting movement by operating in a dampening configuration, as alsodescribed below. As another example, in some configurations, preventingor restricting movement by the actuator 104 can be effective via alocked position, or a hard, mechanical stop between components, via aclutch or other similar device, or in other ways.

In order achieve the different implementations of tilting control, anactuator can embody many different forms. For example, the actuator 104can be a fluid-based actuator, such as a hydraulic or pneumaticactuator. In some embodiments, a hydraulic actuator can have any of fivedifferent hydraulic valve stages, including forcibly (actively)extending, forcibly (actively) retracting, fully open (e.g., freemovement such as floating), partially open (e.g., passively restrictedmovement, such as due to flow restrictions) and closed (no movement suchas locked). In some embodiments, the hydraulic actuator can includehydraulic pumps, valves, conduits, motors, etc., to implement thisfunctionality. As another example, the actuator 104 can be a mechanicalor electro-mechanical actuator, such as a linear actuator, a frictiondisk, a pawl, or an electromagnetic actuator.

In some embodiments, an electrical actuator can include electricallyactivated motors, electrically activated brakes, electrically activatedclutches, electrically activated gears, electrically activated ballscrews, limit switches, etc., to provide the four desired operatingmodes of the electric actuator, including forcibly (actively) extending,forcibly (actively) retracting, open (free movement such as floating),and closed (no movement such as locked). In some specificconfigurations, the electrical actuator can be a linear actuator with anelectric holding brake engaged with a screw, which can be released whenthe motor is energized (driving retraction or extension of the screw ofthe linear actuator). The brake can be activated to effectively lock thescrew of the linear actuator (e.g., the locked actuator configuration).Additionally, with the motor off and the brake off, the screw can befreely moved (e.g., the floating configuration).

In other specific configurations, the electrical actuator can include anelectric clutch to improve the back drive efficiency of the actuator(e.g., the allowance of the actuator to be retracted from externalforces after having been extended). In some cases, the electric clutch(or other similar systems) can be used as a failsafe during a power lossevent, or can be utilized for momentary lunge control. For example, theelectric clutch can be electrically activated to cause the actuator toeffectively lock (or increase a resistance to movement of the actuator),based on a sensed condition by the controller device. For example, ifthe controller device determines that the acceleration or speed isgreater than a threshold acceleration or speed, the clutch can beactivated to effectively lock the actuator (or increase a resistance tomovement of the actuator). This can be particularly advantageous toprevent relatively large tilting impulses during certain events orconditions.

In one specific configuration of the tilt control system 100, the mainframe 108 can be mechanically linked to a motorcycle (not shown inFIG. 1) of the motorcycle system 110, can accordingly provide supportand securement locations for various components of the motorcycle system110. For example in this configuration the main frame 108 may begenerally fixed relative to the motorcycle, or at least not configuredfor active tilting. Correspondingly, in some configurations, the tiltingframe 106 can be pivotally coupled to the main frame 108. In someembodiments, the tilting frame 106 can be configured to be activelytilted by the motorcycle (e.g., tilted in parallel with the motorcycle)and can also control tilting of a sidecar wheel (not shown in FIG. 1).In some embodiments, the tilting frame 106 can support and tilt avariety of other components, such as a seat of a sidecar (not shown). Insome embodiments, the tilting frame 106 can be configured only to tiltthe sidecar wheel.

In another example configuration of the tilt control system 100, thetilting sidecar frame 106 can be a portion of the motorcycle (not shown)and the main frame 108 can be a sidecar frame that is not intended toactively tilt. Thus, the actuator 104, which is coupled between thetilting frame 106 and the main frame 108, can control the tiltingbetween the motorcycle and the sidecar.

In another example configuration of the tilt control system 100, thetilting sidecar frame 106 can be a component that tilts with a sidecarwheel (e.g., including a fender structure thereof) and the main frame108 can be a portion of the motorcycle. Thus, the actuator 104, which iscoupled between the tilting frame 106 and the main frame 108, controlsthe tilting between the sidecar wheel and the motorcycle itself.

In another example configuration of the tilt control system 100, thetilting sidecar frame 106 can be the entire sidecar, which is intendedto tilt with the motorcycle (e.g., the main frame 108 in thisconfiguration). In this case, the entire sidecar can be attached via apassive linkage, such that as the motorcycle tilts, the tilting sidecarframe 106, configured as the entire sidecar, follows the tilting of themotorcycle. In this configuration, the actuator 104 can be coupledbetween the tilting frame 106 and the main frame 108 and can accordinglycontrol the tilting between the two components.

Although the discussion of the tilting control system 100 contemplatesmany different embodiments, the description of tilting relative toanother component, such as the tilting frame 106 tilting relative to themain frame 108 is generally directed to the relative tilting of onecomponent to another, from the perspective of either of the components.For example, the tilting of the tilting frame 106 relative to the mainframe 108 can occur relative to the coordinate system of the tiltingframe 106 (e.g., following a moving coordinate system). Alternatively,the relative tilting of the tilting frame 106 relative to the main frame108 can occur relative to the coordinate system of the main frame 108(e.g., following a fixed coordinate system). In some embodiments, themain frame 108 and the tilting frame 106 can both tilt, which will bedescribed in more detail below, which may or may not include relativetilting of the frames 106, 108 relative to each other. Additionally,although a single actuator 104 is shown, in alternative configurations,additional numbers of actuators can be used with other (or the same)main frames and tilting frames,

FIG. 2 provides specific example implementations of the tilting frame(s)106, the main frame(s) 108, as can be controlled by the actuator(s) 104(not shown in FIG. 2). The diagram (A) of FIG. 2 shows an example of amotorcycle system including a motorcycle 120, a sidecar 122, and asidecar wheel 124. As shown by the clockwise arrow, the motorcycle 120is configured to tilt, while the sidecar 122 and the sidecar wheel 124are not configured to tilt and therefore remain substantially fixed.Thus, in this configuration, the main frame 108 can be a portion ofeither the sidecar wheel (or a component coupled to the sidecar wheel),or the sidecar 122, whereas the tilting frame 106 can be a portion ofthe motorcycle 120 (or a component coupled to the motorcycle 120).

The diagram (B) of FIG. 2 shows an example of a motorcycle system thatincludes a motorcycle 120, a sidecar 122 and a sidecar wheel 124. Inthis configuration, the motorcycle 120, the sidecar 122, and the sidecarwheel 124 are all configured to tilt as the motorcycle 120 tilts. Forexample, although not shown, a tie rod can be pivotally coupled to themotorcycle 120 at one end, and pivotally coupled to the sidecar 122 onthe other end (e.g., a tilting sidecar frame). The tie rod effectivelydrives tilting of the sidecar 122 as the motorcycle 120 tilts. Thisconfiguration is similar to the configuration described in thecorresponding and currently pending U.S. patent application Ser. No.16/420,902 entitled, “Suspension System for Sidecars,” which isincorporated by reference herein in its entirety for all purposes. Thus,in this configuration, the main frame 108 can be any portion of themotorcycle 120, the sidecar 122, the sidecar wheel 124, and the tiltingframe 106 can be any portion of the motorcycle 120, the sidecar 122, thesidecar wheel 124 that is not also the main frame 108.

The diagram (C) of FIG. 2 shows an example of a motorcycle system thatincludes a motorcycle 120, a first support wheel 126 on one side of themotorcycle 120, and a second support wheel 128 on the opposite side ofthe motorcycle 120. The first support wheel 126 can tilt relative to themotorcycle 120, and the second support wheel 128 can tilt relative tothe motorcycle 120. Thus, similarly to the configuration in diagram (B),a portion of any of the motorcycle 120 and the support wheels 126, 128can be the tilting frame 106, or the main frame 108. Additionally, insome cases, the support wheels 126, 128 do not rotate but rather onlyextend or retract, in this case, an actuator can still control theorientation of the support wheels 126, 128 relative to the motorcycle120 by allowing retraction, allowing extension, actively forcingretraction, or actively forcing extension.

The diagram (D) of FIG. 2 shows an example of a motorcycle system thatincludes a motorcycle 120, a sidecar 122, and a sidecar wheel 124. Themotorcycle 120 and the sidecar wheel 124 are configured to tilt (e.g.,as the motorcycle 120 tilts), whereas the sidecar 122 does not tilt(e.g., remains substantially fixed). Thus, in this configuration, aportion of the motorcycle 120 and the sidecar wheel 124 can be thetilting frame 106, and the sidecar 122 can be the main frame 108.

The diagram (E) of FIG. 2 shows an example of a motorcycle system thatincludes a motorcycle 120 and a sidecar 122 with a sidecar wheel 124coupled thereto. The motorcycle 120 and the sidecar 122 (along with thesidecar wheel 124) are configured to tilt as the motorcycle 120 tilts,Thus, in this configuration, a portion of the motorcycle 120 and thesidecar 122 can be the tilting frame 106 and a portion of the other canbe the main frame 108.

The diagram (F) of FIG. 2 shows an example of a motorcycle system thatincludes a motorcycle 120 with a central wheel 130, a first lateralwheel 132 on one side of the motorcycle 120, and a second lateral wheel134 on the opposite side of the motorcycle 120. The lateral wheels 132,134 are configured to tilt as the motorcycle 120 tilts. Thus, in thisconfiguration, any portion of the lateral wheels 132, 134 (or thatconnect to the lateral wheels) and the motorcycle 120 can be the tiltingframe 106. Additionally, the corresponding other component (e.g., thelateral wheels 132, 134, or the motorcycle 120) can then be the mainframe 108.

FIGS. 3A and 3B show an example configuration of a fully assembled tiltcontrol system 200, which is a specific implementation of the tiltcontrol system 100 and is generally compatible with each of theimplementations illustrated in FIG. 2. The tilt control system 200includes many previously described components, and thus the previousdiscussion of those components (e.g., those having the same identifier)also generally pertain to the tilt control system 200. The tilt controlsystem 200 includes an actuator 204, a tilting sidecar frame 206, and amain sidecar frame 208. The tilting sidecar frame 206 is pivotallycoupled to the main sidecar frame 208 at a pin 210, which allows thetilting sidecar frame 206 to tilt relative to an axis 212 (i.e., thatintersects the pin 210), in either a counterclockwise or clockwisedirection with regard to the view in FIGS. 3A and 3B. The mountingfeature 248 of the actuator 204 is pivotally coupled to a cammed (e.g.,downward) extension of the tilting sidecar frame 206, which is offsetbelow the axis 212. The other mounting feature 250 of the actuator 204is pivotally coupled to the main sidecar frame 208.

In different embodiments, different relative orientations of attachmentpoints and pivot axes are possible. For example, as illustrated in FIGS.3A and 3B, the actuator 204 is pivotally secured to the tilting sidecarframe 206 with the mounting feature 248 below, and laterally alignedwith, the axis 212 when the tilting sidecar frame 206 is in a neutralconfiguration (see FIG. 3A). Similarly, the mounting feature 250pivotally secures the actuator 204 to the fixed sidecar frame 208 invertical alignment with the axis 212. In other embodiments, however,other configurations are possible.

In some embodiments, when the actuator 204 is free to move and thetilting sidecar frame 206 tilts in a clockwise direction about the pin210 (e.g., as driven by a tie rod of a larger tilting system), a freeend 214 of the actuator 204 (opposite to the substantially fixedopposing end 216 of the actuator 204) is free to translate relative toother parts of the actuator 204. This translation of the free end 214 ofthe actuator 204 is shown, for example, by the difference in size of thelength of the free end 214 between the configurations of FIGS. 3A and3B. Further, because the free end 214 of the actuator 204 is free totranslate (e.g., based on instructions from the controller), theactuator 204 will generally permit tilting of the tilting sidecar frame206 relative to the fixed sidecar frame 208. Similarly, in someimplementations, a controller can cause the actuator 204 to activelymove the free end 214 to actively tilt the tilting sidecar frame 206relative to the fixed sidecar frame 208.

In contrast, when the free end 214 of the actuator 204 is locked (e.g.,prevented from translating, such as based on instructions or a lack ofinstructions from the controller), the length of the free end 214 willnot increase (or decrease), and the tilting sidecar frame 206 will nottilt relative to the main sidecar frame 208. Accordingly, throughselective control of the actuator 204. (e.g., by controlling a valve ofan actuator), tilting of a tilting sidecar frame relative to a fixedsidecar frame can be selectively allowed or prevented (or otherwisecontrolled). Further, in configurations in which the tilting sidecarframe 206 drives the tilting of a sidecar wheel, if the tilting sidecarframe 206 is impeded from tilting, the sidecar wheel will be as well.

Although the actuator 204 is illustrated in FIGS. 3A and 3B as beingcoupled to the tilting sidecar frame 206, other configurations arepossible in other embodiments. For example, rather than being pivotallycoupled to the tilting sidecar frame 206, the actuator 204 can bepivotally coupled to another component (not shown) that rotates with thesidecar wheel (e.g., a fender). In this configuration, the actuator 204may then directly prevent or allow rotation of the sidecar wheel, ratherthan doing so indirectly as in the illustrated embodiment.

In some embodiments, the illustrated mounting location of each of theends of the actuator 204 relative to the axis 212 can be advantageous.For example, if the mounting feature 248 were to be disposed coincidentwith the axis 212, or be otherwise too close to the pin 210, theactuator 204 might not as effectively control tilting of the tiltingsidecar frame 206.

Although the implementation of FIGS. 3A and 3B includes two parts of asidecar frame (i.e., the tilting and main sidecar frames 206, 208),other similar configurations may include frames of other parts of amotorcycle system. For example, as generally discussed above, a main ortilting frame can be instead formed as part of a motorcycle rather thana sidecar. Generally, the discussion of the system 200 as illustrated inFIGS. 3A and 3B can also apply to these other configurations.

FIG. 4 shows an example of a tilt control system 300, such as can beused in systems similar to the systems 100, 200 discussed above. Thetilt control system 300 includes a controller device 302 incommunication with an actuator 303. The controller device 302 includes aprocessor device 304, memory 306, a power source 308, communicationsystems 310, tilt sensors 312, speed sensors 314, an inertialmeasurement unit 316, inputs and vehicle inputs 318, and a display 320.Each of the subcomponents within the controller device 302 (e.g., thepower source 308) are in communication with the other components asshown in FIG. 4, although other configurations are possible in otherembodiments. Further, in some embodiments, other sensors or combinationsof sensors can be included or otherwise provided to be in communicationwith a controller.

The processor device 304 generally controls the functionality of thecontroller device 302, and can instruct the actuator 303, including viadirect or indirect electronic, hydraulic, pneumatic or other commands.For example, the processor device 304 of the controller device 302 canimplement some or all of the processes (or methods) described in thepresent disclosure. The processor device 304 can be any suitablehardware processor or combination of processors, such as a centralprocessing unit (“CPU”), a graphics processing unit (“GPU”), etc., whichcan execute a program (e.g., retrieved from memory 306), including forone or more of the processes described below.

The memory 306 can include any suitable volatile memory, non-volatilememory, storage, or any suitable combination thereof. For example, thememory 306 can include random-access memory (“RAM”), staticrandom-access memory (“SRAM”), read-only memory (“ROM”), electricallyerasable programmable read-only memory (“EEPROM”), one or more flashdrives, one or more hard disks, one or more solid state drives, one ormore optical drives, etc. In some embodiments, the memory 306 can haveencoded thereon a computer program for controlling operation of theprocessor device 304, including as may be interpreted and executed bythe processor device 304 to control other devices. For example, thememory 306 can store a program, which controls under what conditions theactuator 303 is to be actively retracted, actively extended, enabled toretract or extend, or locked from retracting or extending.

The power source 308 of the controller device 302 can be embodied inmany different forms. For example, the power source 308 can be ahardwired connection (e.g., a wired connection from the motorcycle), orit can be an electrical storage device (e.g., a battery). Asappropriate, the power source 308 can supply power to all componentsincluded in the controller device 302. Additionally, the power source308 can provide power to components within the actuator 303, based onthe implementation of the actuator 303. For example, the power source308 can supply power to electrical valves, motors, etc., of the actuator303, and the processor device 304 can selectively activate thesecomponents of the actuator 303 (as described below).

The one or more communication system(s) 310 can include any suitablehardware, firmware, or software for communicating with componentsexternal to the controller device 302, including, for example, acommunication system within the motorcycle, a smartphone, a globalpositioning system, etc. For example, the communications system(s) 310can include one or more transceivers, one or more communication chips orchip sets, etc. in a more particular example, communications system(s)310 can include hardware, firmware or software that can be used toestablish a coaxial connection, a fiber optic connection, an Ethernetconnection, a universal serial bus (“USB”) connection, a Wi-Ficonnection, a Bluetooth connection, a cellular connection, a serialinterface connection (e.g., Serial Peripheral Interface (“SPI”), orInter-Integrated Circuit (“I²C”)), etc.

In some embodiments, the tilt sensors 312 (e.g., in other words rotationsensors) are sensors that measure the rotation or other orientation ofone component relative to a coordinate system. For example, a tiltsensor 312 can be an accelerometer coupled to a main frame of amotorcycle (or other component) that can determine the relative degree(e.g., an angle) of tilting of the motorcycle (or other component)relative to the gravitational vector of earth. In other cases, the tiltsensor 312 can be (or can include) a gyroscope (e.g., amicroelectromechanical gyroscope). In some configurations, the tiltsensor 312 can be a hall effect sensor. In some cases, multiple tiltsensors 312 can be deployed to determine the relative rotation betweentwo components or the respective orientation of each of the components.For example, with one tilt sensor 312 coupled to the tilting frame(e.g., the tilting frame 106), and with another tilt sensor 312 coupledto the main frame (e.g., the main frame 108), where both the tilting andmain frames tilt relative to a reference frame, the relative tilt (e.g.,orientation) between the tilting and main frames can be determined. Inparticular, if both tilting sensors 312 are deployed using the samecoordinate system (or can be referenced to the same coordinate system orreference point), the relative tilt between the tilting and main framescan be readily determined using the processor device 304. Asappropriate, and as further described below, a determination of theorientation or relative orientation can be used to control the actuator303 to allow changes in the orientation of the frames, actively adjustthe orientation of the frames, or prevent changes in the orientation ofthe frames. In some embodiments, the tilt sensors 312 can be one or morecomponent that form part of a conventional motorcycle (e.g., sensorsthat are typically included within the electrical systems of amotorcycle).

In some embodiments, the tilt sensors 312 can measure the translationalmovements (e.g., if implemented as an accelerometer) of a component, orthe rotational movements of a component (e.g., the roll, pitch, andyaw). These rotational and translational movements can be utilized toadjust the control of the actuator 303, as described below. In someembodiments, the tilt sensor 312 can measure a steering angle of thecomponent that it is coupled to, such as the steering angle (orposition) of the motorcycle.

In some embodiments, the speed sensors 314 are sensors that measure themovement properties of a component that the speed sensors 314 have beencoupled. For example, the speed sensor 314 can be a tachometer of amotorcycle engine that can be used to determine the speed, acceleration,etc., and respective changes in speed, acceleration, etc., of themotorcycle. In some cases, the speed sensors 314 can be a rotary encodercoupled to the sidecar wheel (e.g., a fender) to determine therotational speed of the given wheel to determine the speed,acceleration, etc., of the sidecar wheel. In some embodiments, the speedsensor 314 can be an accelerometer.

In some embodiments, the controller device 302 can include the inertialmeasurement unit 316 that can measure the force, angular rate, and theorientation of the component that the inertial measurement unit 316 iscoupled to. In some embodiments, the inertial measurement unit 316 formspart of the motorcycle. In other cases, the inertial measurement unit316 can be integrated within one of the previously described frames(e.g., the main frame, or tilting frame) to measure the force, angularrate, and orientation of the frame. In some embodiments, the inertialmeasurement unit 316 can determine an inertial value of one of theframes (e.g., the moment of inertia of the tilting frame). In someembodiments, the inertial measurement unit 316 can measure the force,angular rate, and orientation about six axes (e.g., three rotationalaxes, and three translational axes).

The input(s) 318 of the controller device 302 can be embodied in manydifferent forms. For example, the inputs 318 can include inputs,outputs, vehicle inputs, and vehicle outputs. In some embodiments, theinputs 318 can include indicators, sensors, actuated buttons, data-inpins/connections, data-out pins/connections, General Purpose InputOutput (“GPIO”) pins/connections, etc. For example, the inputs 318 caninclude, or can include connections for, an accelerometer, a temperaturesensor, a rotary encoder, a light emitting diode (“LED”), a brake light,etc. More specifically, for example, the accelerometer can be mounted ona portion of the sidecar wheel, a portion of the tilting sidecar frame106, a portion of the motorcycle, or any component that is related tothe tilting of the sidecar wheel. As another example, the rotary encodercan be positioned such that it can measure the velocity of the sidecarwheel, the directional rotation of the sidecar wheel (e.g., about theaxle), the acceleration of the sidecar wheel, etc.

In some embodiments, the inputs 318 can include buttons, switches, etc.,and can include sensors such as vibration sensors (e.g., for asuspension system), pressure sensors, a guided positioning system,humidity sensors, temperature sensors, a fog sensor, optical sensors,moisture sensors, traction sensors, etc.

In some embodiments, the inputs 318 can include vehicle input(s)enabling the controller device 302 to receive and utilize data from themotorcycle (e.g., data including motorcycle speed, motorcycle tiltingdegree, motorcycle acceleration, motorcycle global positioning location,motorcycle incline degree, motorcycle braking indication, etc.), Forexample, the vehicle input(s) can include various data lines emanatingfrom the motorcycle and manually connecting to the controller device302, which can provide, for example, a connection to a controller areanetwork (“CAN”) bus. Specific data lines can include dedicated orcombined lines for vehicle speed, vehicle tilt, vehicle positioning,etc. Further, although the vehicle input(s) are described as wiredconnections between the controller device 302 and the electronic systemof a motorcycle, in some embodiments the controller device 302 cancommunicate in other ways with the electronic system of the motorcycle(e.g., via the communication system(s) 310). For example, the controllerdevice 302 can receive data from the electronic system of the motorcyclewirelessly, with the data originating from any number of sensors on themotorcycle. As also described above, examples of sensors within themotorcycle can include a speedometer, a brake light, an accelerometer, aglobal positioning system, etc.

Generally, based on processing of received or internal data, thecontroller device 302 can command external devices. For example, thecontroller device 302 can be configured to control the actuator 303 tocontrol relative tilting (or orientation of, such as the extension orretraction of the actuator 303) of the tilting frame (e.g., the tiltingframe 106), or the main frame (e.g., the main frame 108) as alsodescribed below. In some configurations, the controller device 302 caninstruct the electronic system of the motorcycle to process the data orto implement appropriate control functionality.

In some embodiments, the controller device 302 can include the display320. In some embodiments, the display 320 can present a graphical userinterface. In some embodiments, the display 320 can be implemented usingany suitable display devices, such as a monitor, a touchscreen, atelevision, etc. In some embodiments, the inputs 318 of the controllerdevice 302 can include indicators, sensors, actuatable buttons, akeyboard, a mouse, a graphical user interface, a touch-screen display,etc.

In some embodiments, components of the controller device 302 can beentirely part of a motorcycle, or in some cases, some components of thecontroller device 302 are part of the motorcycle while other componentsof the controller device 302 are part of other systems, such as thesidecar.

As shown in FIG. 4, the actuator 303 is fixed at one end 324, while theopposing free end 322 of the actuator 303 can be controlled by thecontroller device 302. More specifically, the controller device 302(e.g., via the inputs 318) can cause the free end 322 of the actuator303 to actively retract, actively extend, to allow for unobstructedextension or retraction unlocked), and to prevent extension orretraction (e.g., locked). This control schemes of the actuator 303 canbe accomplished in many ways depending on the implementation of theactuator 303. For example, the controller device 302 can cause valves,pumps, motors, etc., of the actuator 303 to begin, stop, or otherwise beappropriately adjusted, based on data received and processed by thecontroller device 302.

As generally discussed above, actuators for use in various embodimentsdisclosed herein can take a variety of forms, including hydraulic,pneumatic, electronic, or other actuators. FIG. 5 illustrates a specificimplementation of the actuator 303, where the actuator 303 isimplemented as a hydraulic actuator 330. In the embodiment illustratedin FIG. 5, the hydraulic actuator 330 is configured as a pistonactuator, with a housing 332 that defines an interior volume of thehydraulic actuator 330, and a piston 334 within the interior volume.Extending outwardly from opposing ends of the hydraulic actuator 330, isa channel 336 that allows for fluid communication between the opposingends of the interior volume of the hydraulic actuator 330. An actuatablevalve 338 is situated within (e.g., at a central region of) the channel336 and is configured to be controllably actuated between at least twoconfigurations. A first (open) configuration (as shown in FIG. 5) allowsfluid to flow freely through the channel 336, between opposing sides ofthe internal volume of the hydraulic actuator 330 and opposite sides ofthe piston 334. A second (closed) configuration effectively blocks fluidflow between opposing ends of the interior volume of the hydraulicactuator 330, as will be described below.

In some embodiments, the valve 338 can be controllably actuated betweenone or more intermediate configurations, such as between the first andthe second configuration noted above, to further control the extent anddirection to which fluid can flow through the channel 336. For example,in some configurations, the valve 338 can allow a throttled fluid flowbetween the opposing ends of the interior volume of the hydraulicactuator 330. Specifically, the degree of opening/closing of the valve338 can determine how readily the fluid can flow through the system,which can impact the ability of the piston 334 to move within theinternal volume and thereby create a dampening effect. Morespecifically, as the valve 338 is actuated to a position more closelyaligned with the closed position, the ability of the piston 334 to movewithin the internal volume is impeded, effectively increasing thedampening effect. Conversely, as the valve 338 is actuated to a positionmore closely aligned with the open position, the ability of the piston334 to move within the internal volume is increased, effectivelydecreasing the dampening effect. Thus, components which are connected tothe hydraulic actuator 330 (e.g., the tilting frame 106 and the mainframe 108) can be controlled, such that a degree of the movement of thecomponents relative to each other can be dampened by the hydraulicactuator 330.

As shown in FIG. 5, the controller device 302 is electrically connectedto (or in electrical communication with) the valve 338 to control thevalve 338, which can be, for example, a solenoid valve, a motorizedvalve, etc. Further, as described above, the valve 338 can be powered bythe power source 308, or in other configurations, can be powered by adirect connection from the motorcycle (e.g., the motorcycle battery).Although electronic control of the valve 338 is generally describedherein and may be advantageous in some implementations, other approachesare also possible, including a hydraulically implemented valve control(e.g., via a pilot-operated valve).

In some embodiments, although not shown explicitly, the controllerdevice 302 can cause the actuator to actively retract or extend. Forexample, a hydraulic pump having a reservoir can be in communicationwith the interior volume of the hydraulic actuator 330, and controllableby the controller device 302. Thus, if the valve 338 is in an openposition (e.g., allowing fluid flow between the two ends of thehydraulic actuator 330) by instruction from the controller device 302,the controller device 302 can cause the hydraulic pump to activatedriving fluid into an end of the interior volume of the hydraulicactuator 330 thereby actively driving extension (or retraction) of thepiston 334 of the hydraulic actuator 330. It can be appreciated that thehydraulic pump can be fluidly connected to both ends of the hydraulicactuator 330 to cause extension of the piston 334 when fluid is driveninto one end, and retraction of the piston 334 when fluid is driven intothe opposing end.

The hydraulic actuator 330 also includes a mounting feature 340, whichis coupled to the piston 344 at an end of the hydraulic actuator 330,and a mounting feature 342 that is coupled to a side of the housing 332of the hydraulic actuator 330. As also described below, the mountingfeatures 340, 342 can be used to pivotally (or otherwise) secure thehydraulic actuator 330 to extend between select components (e.g., thetilting frame 106 and the fixed frame 108). Although a variety ofactuators can be used, the piston 334 in the illustrated exampleincludes a cylinder that effectively creates a seal between the opposingends of the interior volume of the hydraulic actuator 330. A first shaftof the piston 334 extends from one side of the cylinder, and a secondshaft of the piston 334 extends from the opposing side of the cylinder,as shown in FIG. 5. This configuration can be particularly advantageousin that in an unlocked position (or when the valve 338 is partiallyopen) the same amount of fluid enters one end of the channel 336 andexists out the other end of the channel 336 (and vice versa). Thus, insome configurations, the hydraulic actuator 330 can operate as a closedsystem without the need for a fluid reservoir (e.g., a hydraulic fluidreservoir, such as when active extension or retraction of the piston 334is not utilized such as without fluid reservoirs and corresponding fluidpumps).

When the valve 338 is in an open configuration, fluid within thehydraulic actuator 330 (e.g., an incompressible fluid such as water,hydraulic oil, etc.) can flow freely through the channel 336 in eitherdirection, such that the fluid can flow from one end of the hydraulicactuator 330 to another end. Thus, if an axial force is imposed on themounting feature 340, the piston 334 can move freely within the internalvolume, at least until the piston 334 contacts an end of the housing 332(or another stop), which would prevent further movement of the piston334. Conversely, when the valve 338 has been actuated (e.g., via thecontroller device 302) to the closed configuration, the fluid can nolonger flow through the channel 336, and thus the fluid is preventedfrom flowing from one side of the hydraulic actuator 330 to the oppositeside. This can effectively “lock” the position of the piston 334,preventing further movement of the piston 334. As such, the lengthdefined between the respective mounting features 340, 342 is fixed, atleast until the valve 338 is actuated to an open configuration (or anintermediate configuration). Thus, for example, when the hydraulicactuator 330 extends between a tilt frame and a fixed frame, thehydraulic actuator 330 can be controlled, via control of the valve 338,to allow or prevent certain relative movement of the tilt and fixedframes. Additionally, as described above, the controller device 302 candeactivate, activate, or adjust operation of hydraulic pumps (and otherhydraulic valves) that can actively force the piston 334 of thehydraulic actuator 330 to forcibly retract or extend (e.g., based on theposition of the valve 338).

Although FIG. 5 shows a specific implementation of the actuator 303 asbeing a hydraulic actuator 330, in other configurations the actuator 303can be other electrically operated actuators, such as, for example,linear actuators. In this case, the electrically operated actuator caninclude typically used components such as ball screws, clutches, brakes,screws (e.g., lead screws, ACME screws, etc.), gears, limit switches,etc., to implement the functionality of the actuator 303. For example,these components can be utilized for active, forcible extension orretraction of the electrically operated actuator. Additionally,clutches, brakes, etc., can then be utilized to allow actuator to belocked or unlocked (e.g., allow free movement of the free end of theactuator, such as allowing back driving of the actuator).

FIG. 6 shows an example of a process 400 for controlling an actuatorcoupled to a main frame and to a tilting frame, which can be implementedon any suitable computing device (e.g., the processor of the controllerdevice 302). The actuator can be coupled to the tilting frame, and tothe main frame, to control the orientation of the tilting frame relativeto the main frame (and vice versa). Controlling the orientation of thetilting frame relative to the main frame can sometimes includepreventing or allowing extension and retraction, such that a free end ofthe actuator is in a locked state, or an unlocked state. Similarly,controlling the orientation of the tilting frame relative to the mainframe can sometimes include forcibly retracting or forcibly extendingthe free end of the actuator. As described previously, it can beappreciated that control of the orientation of the main frame relativeto the tilting frame can sometimes include control of an actuator tomatch how a tilting frame extends (or retracts) relative to a mainframe. For example, where main and tilting frames both tilt together,and an actuator can be controlled to extend (or retract) to adjust theposition of a portion (e.g., an end) of the tilting frame relative tothe main frame (e.g., the support wheel 126 extending or retractingrelative to the motorcycle 120 in diagram (C) of FIG. 2).

The process 400 can include receiving 402 data from sensor(s). Asdescribed above, the sensors can be embodied in many different ways. Forexample, the sensors can include tilt sensors, speed sensors, internalmeasurement units, buttons, vibration sensors, guided positioningsystems, humidity sensors, temperature sensors, fog sensors, moisturesensors, traction sensors, etc. In some embodiments, the data can bereceived form the sensors at preset intervals of time. In some cases,the sampling rate of a particular sensor can be different for differentsensors, as appropriate. For example, an ambient temperature senorlikely does not need to be sampled repeatedly at high rates, asfluctuations in ambient temperature may not necessitate control of theactuator (e.g., because the ambient temperature fluctuations may benegligible). Alternatively, sensors such as the speed sensor (e.g., aspeedometer) may need to be sampled more frequently at higher rates, asspeed fluctuations can impact control of the actuator.

Process 400 can also include determining 404 operating parameters fromthe received 402 sensor data. In some cases, the operating parameterscan include raw sensor data. In some cases, the operating parametersneed to be derived from raw (or other) sensor data to determine ameaningful parameter to control the actuator. For example, speed sensordata over a time period can be used to extract acceleration information(e.g., changes in speed over time) including acceleration (over time),and changes in acceleration (over time). In some embodiments, thetilting sensor data over time can be used to determine an angular rateof change between the two components coupled by the actuator. In someembodiments, the vibration sensor data over time can be used todetermine vibration changes over time.

Process 400 also includes comparing 406 the operating parameter (e.g.,based on raw or processed sensor data) exceeds a threshold criteria.Such a comparison to a threshold criteria can be implemented in manydifferent ways, and can include threshold ranges, specific thresholdvalues (e.g., maxima or minima), etc. For example, the thresholdcriteria can be a speed range, a speed value, an acceleration range, anacceleration value, a tilting range, a tilting value, an elapsed brakingtime, a braking indication, an elapsed actuated button time, an actuatedbutton indication, a directionality range (over time), a directionalityvalue, etc. As a specific example, in some embodiments, the sensors caninclude an accelerometer (or speed sensors) and the threshold criteriacan be an upper limit acceleration value. As another specific example,the operating parameter can be a change in acceleration, and thethreshold criteria can be an upper limit change in acceleration. If thecomparison 406 of the operating parameter indicates a passed condition(e.g., if the operating parameter is within the limits of a rangeindicated by the threshold criteria, below an upper limit indicated bythe threshold criteria, above a lower limit indicated by the thresholdcriteria, etc.), process 400 can proceed back to 402 to receive datafrom the sensors (again). Alternatively, if the comparison 406 of theoperating parameter indicates a not passed condition (e.g., if theoperating parameter is outside of a range indicated by the thresholdcriteria, above an upper limit indicated by the threshold criteria,below a lower limit indicated by the threshold criteria, etc.) process400 can proceed to control 410 of an actuator.

In this regard, for example, process 400 can include controlling 410 anactuator, based on operating parameters not passing a comparison to athreshold criteria. For example, as described above, control of theactuator can include forcibly extending or retracting the free end ofthe actuator, thereby changing the orientation (e.g., a rotation degree)of the tilting frame relative to the main frame. Additionally oralternatively, control of the actuator can include allowing the free endof the actuator to extend or retract, or in other words, unlocking theactuator. Additionally or alternatively, control of the actuator caninclude preventing the free end of the actuator from extending orretracting, or in other words, locking the actuator. In someembodiments, allowing the free end of the actuator to extend or retractcan include a degree of allowing (or restricting) movement of the freeend. For example, a resistance to movement of the free end of theactuator can be decreased (or increased) as appropriate to control howthe free end of the actuator can extend or retract in response to forcesimposed on the free end of the actuator. As a more specific example, theresistance to movement of the free end of the actuator can be adjusted,based on an orientation of a valve of a hydraulic actuator (e.g., thevalve 338 of the hydraulic actuator 330).

In some specific examples, it may be desirable to prevent rotation ofthe tilting frame (and thus to prevent rotation of the sidecar wheel),based on particular states of a motorcycle or sidecar (or otherfactors), as indicated by particular input data. For example, when amotorcycle system similar to that shown in diagram (B) of FIG. 2 isstopped, the motorcycle rider shifting their weight such that themotorcycle tilts could cause the tilting frame to rotate (e.g., via atie rod) and thus cause tilting of the sidecar wheel. This may beundesirable because, when stopped, a tilting sidecar wheel may notprovide sufficient support for the larger sidecar assembly. Thus, insome embodiments, the controller device (e.g., the controller device302) can receive data from a speed sensor, such as a sensor on themotorcycle (e.g., a speedometer) or on the sidecar (e.g., a rotatoryencoder that measures the speed of the sidecar wheel) to determine whento control an actuator to allow or to prevent tilting. For example, ifthe controller device determines that the motorcycle (or the sidecarwheel speed) is below a threshold speed value, the controller device cancause an actuator to prevent tilting of the tilting frame. Similarly,for example, upon the controller device sensing that the motorcycle orsidecar wheel speed is above a threshold speed value, the controller canallow movement of the free end of the actuator to allow tilting of thetilting frame.

In other specific examples, a controller device can lock the actuatorwhen the motorcycle brake is determined to be on. For example, thesensor can be an optical sensor that can determine that the motorcyclebrake is on, or the sensor can be a data line (e.g., from the motorcycleelectronic system) that provides data to the controller device that thebrake has been initiated, or has not been initiated. In some cases, thecontroller device can determine an elapsed time since the motorcyclebrake has been initiated to control the actuator. In this case, thecontroller device can gradually allow (or prevent) tilting by graduallyadjusting the resistance to movement of the free end of the actuatorthat can mitigate abrupt orientation changes of the actuator (and theframes that are connected to the actuator). As a more specific example,process 400 can determine that the brake has been activated to preventfurther extension of the actuator. Then, if the brake has beencontinuously activated for an additional period of time that exceed afirst threshold elapsed time period since the brake was on, thecontroller device can instruct the actuator to allow movement of thefree end of the actuator, but with an increased resistance to movementof the free end of the actuator (e.g., by opening a valve asubstantially small amount). Then, process 400 can determine that thebrake has been continuously active for a period of time that exceeded asecond threshold elapsed time period since the brake was on, which isgreater than the first threshold time period, and can further decreasethe resistance to movement of the free end of the actuator from theresistance to movement after the first elapsed time period, for example,by further opening the valve). This implementation can prevent abrupt(and uncomfortable) changes in orientation of the frames (e.g., a personlocated in a sidecar).

In some other specific examples, the controller device can lock theactuator when the orientation of a tilting frame (e.g., a sidecar wheel)is at, below, or above a particular angle relative to a surface of aroad or other ground reference (e.g., relative to a front view of thewheel, such as in the view illustrated in FIG. 2 and being a thresholdcriteria).

In some other examples, it may be desirable to limit the maximum degreeof tilting for a tilting frame. For example, a controller device can beconfigured to sense the orientation of a tilting frame (e.g., via anaccelerometer). When the orientation of the tilting sidecar frame or thesidecar wheel reaches a certain tilting angle, the controller device cancause the actuator to lock, and thereby prevent any further tilting ofthe tilting frame. In some configurations, this approach can also becombined with directional sensing, such that the controller device mayallow movement of the actuator that would preserve a tilting anglewithin a desired range but may not allow movement of the actuator thatwould raise or lower a tilting angle outside of a desired range.

In other examples, it may be desirable to allow free movement of a freeend of the actuator, only when certain conditions are met. For example,the actuator can begin in a locked state (e.g., the valve being closed,such as when the brakes of the motorcycle have been activated). Then,only once certain condition(s) have been met will the controller deviceallow the actuator to freely extend (or retract) to allow the tiltingframe to tilt relative to the main frame. In different embodiments,different conditions can be used. As an example, tilting can be enabled(or disabled) based on conditions that include detection of an inclinedegree above or below a certain value, measured by the accelerometer. Asanother example, tilting can be enabled (or disabled) based onconditions that include detection of a speed above or below a certainvalue (e.g., as measured by a speedometer or rotary encoder).

In still further examples, it may be advantageous to actuate a button toallow or prevent movement of the free end of the actuator, to rely onthe discretion, experience, etc., of the motorcycle rider. For example,if the motorcycle rider is stopped, the rider can depress a button to afirst position (or press a graphical icon on a touch screen display),which is in communication with the controller device, such that thecontroller device causes the actuator to lock. Similarly, prior toturning, the motorcycle rider can re-actuate the button to a secondposition (or press a graphical icon on the touch screen display), suchthat the controller causes actuator to allow free movement of the freeend of the actuator. In some more specific examples, a display on themotorcycle can display a graphical slider, or a graphical wheel, thathas a plurality of positions that can allow a user to adjust theresistance to movement of the free end of the actuator. For example,prior to turning on a windy road, the motorcycle rider can decrease theresistance to movement of the free end of the actuator. Then, when theroad returns to being substantially straight, the motorcycle rider canadjust the slide or wheel to a different position that allows for anincrease in resistance to movement of the free end of the actuator. Indifferent embodiments, the graphical slider or wheel can be a physicalslider or wheel having a plurality of positions. In some embodiments,these buttons, switches, sliders, wheels, etc., can be convenientlylocated on the handlebar(s) of the motorcycle. In some cases, a light(e.g., an light emitting diode) can be activated when the button orswitch is activated. In some configurations, the light can flash (e.g.,blink repeatedly) when the button or switch is activated.

In some specific examples, the sensors can include speed sensors thatmeasure the speed of a component of the motorcycle system. Thecontroller device can then compare this speed value to a threshold speedvalue. Then the controller can, based on the speed value being below thethreshold speed value, cause the actuator to lock. This can beparticularly advantageous when the motorcycle system having a tiltingsidecar wheel is operating at relatively slow speeds (e.g., when parkedor at parking lot speeds), where the motorcycle may be maneuveredfrequently, but because of the slow speed movement of the tilting frameis not desirable.

In other specific examples, the sensors can measure the acceleration ofa component of the motorcycle. The controller device can then comparethe rate of acceleration to a threshold acceleration value, and based onthe rate of acceleration being greater than the threshold accelerationvalue can cause the actuator to lock to prevent tilting, or to unlockthereby allowing the tilting frame (e.g., the sidecar wheel) to tiltrelative to the main frame. This can be advantageous in that atrelatively high accelerations tilting of the tilting frame may not bedesired (e.g., to prevent lunging of the sidecar).

In some specific examples, the sensors can be directionality sensorsaccelerometers, the inertial measurement unit, gyroscopes, etc.) todetect steering positions of a component of the motorcycle system. Thecontroller device can then compare the current direction (or a directionvalue) to the threshold criteria being a direction value (e.g., ansteering angle), and based on the current direction being less than thedirection value, can cause the actuator to unlock (e.g., from a lockedposition). In some cases, the controller device can allow the actuatorto freely move (e.g., unlocking the actuator) only after detecting thatthe motorcycle system has traveled in a substantially straight direction(e.g., deviating by less than 10° from straight) for a period of time.Additionally, the controller device can allow the actuator to beunlocked only after, the controller device detects a substantiallystraight direction (for a period of time), and a relatively low tiltingangle (e.g., a neutral tilting orientation of the tilting frame relativeto the main frame, or in other words a relatively low angle between thetilting and main frame). These conditional parameters for controllingthe actuator can be advantageous in that the tilting frame at times,should only be enabled to be tilted prior to the motorcycle systemengaging a turn, and the tilting frame being relatively straight.

In some embodiments, the steering rate at a given point in time can becompared to a threshold steering rate (e.g., value at a given time, orcurve over time), and if the current steering rate at the given time isgreater than the steering rate threshold, the controller device cancause the actuator to lock.

In some specific examples, the sensors can include a global positioningsystem or other system such as a communication device that can receivelocation data of the motorcycle system to determine a location (e.g., acountry, a continent, a region) the motorcycle system is operating in.Then, the controller device can determine whether the location hasexceeded a geographical boundary region (e.g., a threshold criteria) toinitiate control of the actuator. For example, the location data goingbeyond a boundary region can be indicative of the motorcycle entering abad weather region (e.g., lower than desired temperature region), andthat the actuator should lock or operate in a restricted mode.

In other specific examples, the sensors can include an ambienttemperature sensor to determine an ambient temperature the motorcyclesystem is operating in. Then, the controller device can determine thatthe ambient temperature is below a temperature threshold value (e.g., athreshold criteria such as a freezing temperature of water), and basedon this determination, the controller device can cause the actuator tolock. This can be advantageous in that substantially lower ambienttemperatures can be related to the possibility of ice on the road, wheretilting may not be desired.

In some specific examples, the sensors can include a vibration sensor todetermine a vibration value of a component of the motorcycle system(e.g., the suspension system of a motorcycle system). Then, thecontroller device can determine that the vibration value is greater thana vibration threshold value (e.g., threshold criteria), and based onthis determination, the controller device can cause the actuator tolock. This can be advantageous in situations that tilting may need to beprevented in generally poorer roads (e.g., bumpy roads that engage thesuspension system).

In some embodiments, comparison 406 of operating parameters under theprocess 400 can include comparing multiple threshold criteria. Forexample, in some embodiments, multiple operating parameters (e.g.,multiple sets of sensor data) can be compared to a respective thresholdcriteria to determine whether or not a particular operating parameterpasses (e.g., satisfies) or do not passes (e.g., does not satisfy) itsrespective threshold criteria, and the outcome of all, or some, or noneof these comparisons can cause the process 400 to proceed to the control410 of an actuator, or to return to receiving 402 further data. Forexample, in some cases, a travel speed of the motorcycle is below athreshold speed value, and if the acceleration value of the motorcycleis higher than a threshold acceleration value, the process 400 cancontrol 410 the actuator to lock the current orientation of the actuator(or retract the actuator).

As another example, if the acceleration value of the motorcycle is lowerthan a threshold acceleration value, and the travel speed of themotorcycle is greater than a threshold speed value, the process 400 canproceed to control 410 the actuator to allow free movement of the freeend of the actuator (e.g., unlock the actuator). As yet another example,the controller device can control an actuator based on an angularorientation of a tilting frame (e.g., a sidecar wheel) being greaterthan a threshold tilting value, and a detected speed (e.g., of amotorcycle) exceeding a threshold speed value (e.g., a lower limit speedvalue).

Generally, including as partly discussed above, threshold criteria canrelate to any variety of operating parameters, including parametersrelating to a motorcycle system specifically and parameters relating tothe surrounding environment. Thus, for example, in some embodiments, thethreshold criteria can be a location range, a specific location, avibration range, a vibration value, a traction range, a traction value,a humidity range, a humidity value, a moisture range, a moisture value,a fog level range, a fog level value. In some embodiments the sensorscan be traction sensors to measure a traction level of the road (orother surface), an optical sensor (such as a camera) to acquire imagesand to correspondingly implement appropriate image analysis fordetermining various values (e.g., traction values from image analysis ofthe road to determine a surface texture of the road, a fog level, etc.).

In some embodiments, the sensors can be non-manual input devices. Forexample, non-manual input devices can be on or off input devices thatwhen engaged forcibly extend or forcibly retract the actuator.

In some embodiments, the actuators can include manual stops or switches(e.g., for valves) that can prevent movement of the free end of theactuator, or can otherwise lock the actuator. This can be advantageousfor scenarios in which the motorcycle system has been parked, and themanual stop or switch can add redundancy to the system (e.g., similarlyto an emergency brake of a vehicle).

In some examples above, fluid-based actuators and valve-based controlthereof are specifically described. In other embodiments, however, otherconfigurations are possible, including configurations with electronic ornon-fluid, mechanical actuators (e.g., including gear rack drivedevices). Those of skill in the art will recognize that discussionregarding fluid-based actuators above, including discussion ofcontrolling such actuators via control of a valve, can be generallyapplied to other types of actuators, with known control devices used, asneeded, in place of a control valve.

Thus, embodiments of the inventions can provide a tilt control systemthat prevents, or enables tilting of a tilting frame, relative to a mainsidecar frame under certain circumstances.

The previous description of the disclosed embodiments is provided toenable any person skilled in the art to make or use the invention.Various modifications to these embodiments will be readily apparent tothose skilled in the art, and the generic principles defined herein maybe applied to other embodiments without departing from the spirit orscope of the invention. Thus, the invention is not intended to belimited to the embodiments shown herein but is to be accorded the widestscope consistent with the principles and novel features disclosedherein.

The invention claimed is:
 1. A tilt control system for a sidecar and amotorcycle, the tilt control system comprising: a sidecar main frameconfigured to be secured to the motorcycle; a sidecar tilting framepivotably coupled to the sidecar main frame; an actuator coupled to thesidecar main frame and to the sidecar tilting frame, the actuator beingconfigured to control tilting of the sidecar tilting frame relative tothe sidecar main frame; a sensor; and a controller in communication withthe actuator and the sensor, the controller being configured to:determine an operating parameter based on sensor data received from thesensor; compare the operating parameter to a threshold criteria; andcause the actuator to control an orientation of the sidecar tiltingframe relative to the sidecar main frame, based on the comparison of theoperating parameter to the threshold criteria.
 2. The tilt controlsystem of claim 1, wherein the controller is configured to cause theactuator to control the orientation of the sidecar tilting frame by atleast one of: causing the actuator to lock a current orientation of thesidecar tilting frame relative to the sidecar main frame; or causing theactuator to retract or extend, thereby actively changing the orientationof the sidecar tilting frame relative to the sidecar main frame.
 3. Thetilt control system of claim 1, wherein the sensor is configured tomeasure a speed of the motorcycle, and wherein the threshold criteria isa threshold speed.
 4. The tilt control system of claim 3, wherein theoperating parameter is a travel speed, and wherein the controller isconfigured to: cause the actuator to control the orientation of thesidecar tilting frame relative to the sidecar main frame, based on thetravel speed being below the threshold speed.
 5. The tilt control systemof claim 4, wherein controlling the orientation of the sidecar tiltingframe relative to sidecar main frame includes locking the orientation ofthe sidecar tilting frame relative to the sidecar main frame, based onthe travel speed being below the threshold speed.
 6. The tilt controlsystem of claim 1, wherein the operating parameter is an acceleration,and wherein the sensor is configured to measure an acceleration of themotorcycle; wherein the threshold criteria is a threshold acceleration;and wherein the controller is configured to: cause the actuator tocontrol the orientation of the sidecar tilting frame relative to sidecarmain frame, based on the acceleration being above the thresholdacceleration.
 7. The tilt control system of claim 6, wherein controllingthe orientation of the sidecar tilting frame relative to the sidecarmain frame includes locking the orientation of the sidecar tilting framerelative to the sidecar main frame, based on the acceleration beingabove the threshold acceleration.
 8. The tilt control system of claim 1,wherein the controller and the sensor are part of the motorcycle.
 9. Thetilt control system of claim 1, wherein the threshold criteria includesat least one of: a speed of the motorcycle; an acceleration of themotorcycle; an inertial value of the motorcycle; a degree of tilting ofthe motorcycle; a location of the motorcycle; or a motorcycle brakingindication.
 10. The tilt control system of claim 1, wherein the sensorincludes an inertial measurement unit, and wherein the sensor data is aninertial measurement indicative of the orientation of at least one ofthe sidecar tilting frame, or the sidecar main frame.
 11. A tilt controlsystem comprising: a motorcycle; a sidecar coupled to the motorcycle andhaving a sidecar tilting frame and a sidecar main frame, wherein thesidecar tilting frame is pivotably coupled to the sidecar main frame; anactuator having one end coupled to the motorcycle and another endcoupled to the sidecar tilting frame; and a controller in communicationwith the actuator, the controller configured to cause the actuator tocontrol an orientation of the sidecar tilting frame relative to thesidecar main frame.
 12. The tilt control system of claim 11, wherein thesidecar includes a sidecar enclosure, that is coupled to and supportedby the sidecar tilting frame, and wherein, as the sidecar tilting frametilts, the sidecar enclosure also tilts.
 13. The tilt control system ofclaim 12, wherein the sidecar includes a sidecar wheel that isconfigured to tilt as the sidecar tilting frame and the sidecarenclosure tilt.
 14. The tilt control system of claim 13, furthercomprising a first tie rod that is pivotally coupled to the motorcycleat one end and to the sidecar tilting frame at another end, the firsttie rod driving tilting of the sidecar tilting frame as the sidecartilts.
 15. The tilt control system of claim 14, wherein the sidecartilting frame defines a tilting axis, and wherein the actuator iscoupled to the sidecar tilting frame below the tilting axis.
 16. Thetilt control system of claim 11, wherein the controller is configured tocause the actuator to control the orientation of the sidecar tiltingframe by at least one of: actively extend or retract the actuatorthereby actively adjusting the orientation of the sidecar tilting framerelative to the sidecar main frame; or prevent extension or retractionof the actuator thereby locking the orientation of the sidecar tiltingframe relative to the sidecar main frame.
 17. The tilt control system ofclaim 16, wherein the controller is configured to cause the actuator tocontrol the orientation of the sidecar tilting frame relative to thesidecar main frame based on at least one of: a speed of the motorcyclebeing below a threshold speed; or an acceleration of the motorcycleexceeding a threshold acceleration.
 18. A computer-implemented method ofcontrolling tilting for a motorcycle system, using an actuator coupledto a sidecar tilting frame of a sidecar of the motorcycle system topivot the sidecar tilting frame relative to a sidecar main frame of thesidecar, the method comprising: receiving, at an electronic controldevice, sensor data from a sensor; determining, using the electroniccontrol device, an operating parameter from the sensor data; andcausing, using the electronic control device, the actuator to control anorientation of the sidecar tilting frame relative to the sidecar mainframe based on the sensor data.
 19. The method of claim 18, whereincontrolling the actuator includes at least one of: causing the actuatorto lock a current orientation of the sidecar tilting frame relative tothe sidecar main frame; or causing the actuator to retract or extend toactively change the orientation of the sidecar tilting frame relative tothe sidecar main frame.
 20. The method of claim 18, wherein theoperating parameter is at least one of: a speed of the motorcycle of themotorcycle system; an acceleration of the motorcycle; or a trackingdirection of the motorcycle.